Vestibule connection for railway cars



Oct. 8, 1940. SEEL 2,217,599

VESTIBULE CONNECTION FOR RAILWAY CARS Filed March 13, 1940 7 Sheets-Sheet 1 I N VEN TOR:

- BK Wm Max 5221/,

Oct. 8, 1940. M. SEEL 2,217,599

VESTIBULE CONNECTION FOR RAILWAY CARS Filed March 13, 1940 7 Sheets-Sheet 2 WITNESSES: INVENTOR:

Minx ,Seel

Ta 50 51 BY c7 fi q ATTORNEYS.

Oct. 8, 1940. M. SEEL VESTIBULE CONNECTION FOR RAILWAY CARS Filed March 13, 1940 7 Sheets-Sheet 3 N NUNIJN A TTORNE YS.

Oct. 8, 1940. M. SEEL VESTIBULE CONNECTION FOR RAILWAY CARS Filed March 15, 1940 7 Sheets-Sheet 4 IIIIIIIIII INVENTOR:

Ra. Q

m, WITNESSES: Q Q

Max 5621/,

ATTORNEYS.

Oct. 8, 1940. M SEEL VESTIBULE CONNECTION FOR RAILWAY CARS Filed March 13, 1940 7 Sheets-Sheet 5 FICi 9 l N VEN TOR:

W I TN ESSES;

ATTORNEYS.

Oct. 8, 1940. S'EEL 2,217,599

VESTIBULE CONNECTION FOR RAILWAY CARS Filed March 13, 1940 7 Sheets-Sheet 6 FIC1L zm FIG lz WITNESSES; 60 I INVENTOR: W f f BY W W W/buWW/j ATTORNEYS.

mama a. a, 1949 PATENT oFF cr.

2,211,599 vns'rmum CONNgCTION FOB namwar Max Seel, Lansdowne, Pa., assignmto The Pennsylvania Railroad Company, Philadelphia, Pa., a corporation of Pennsylvania Application March 13, 1940, Serial No. 823,688 16 Claims. (01. 105-8) This invention relates to vestibule structure for railway cars and, more particularly, to the specie for connecting the ends of adjoining cars with provision of a passageway for passengers and others. More specifically, the present improvements have reference to a connection for nonarticulated railway cars, with the fundamental object of ensuring a comparatively large walkway, whereby passengers, trainmen and car attendants 1 may pass from one car to another without congesting such walkway.

" Another object is to provide a vestibule connection of the indicated character which is devoid of any surrounding or other openings that would permit ingress of drafts, dirt and atmospheric inclemencies. In other words, the various components of a vestibule connection embodying the present invention are so-constructed and compensatively arranged that, although relatively movable to accommodate variations in the running of connected cars,'a substantially closed structure against surrounding air and other infiltration from the exterior'is effectively avoided.

A further object is the provision of a vestibule 25 connection as typified in the preceding paragraph comprising foot and ceiling plates with associated pantographs controlling their relative movements, each such pantograph including fixed and movable fulcra, whereby provision is made for auto- 0 matic accommodation of the varying angle hypotenuses or vertical deflections incidental to expansive and contractive movements when the connected car ends traverse and bank railroad curves in either direction.

35 Still further objects and ancillary advantages of thisinvention will hereinafter appear, or be specifically noted, as the nature thereof is more fully explained, said invention consisting substantially in certain novel features of construc- 40 tion, the combination and correlation of parts hereinafter disclosed and typically illustrated by the accompanying sheets of drawings, wherein corresponding reference characters are used to designate similar parts throughout the several 45 views; while the concluding claims more particularly define the features of novelty.

In the drawings:

Fig. Us a fragmentary plansection of adjoining railway car ends including a preferred form '50 of vestibule connection in accordance with this Fig. 3 is a broken vertical section on the plane III-m in Figs. 1 and 2, but drawn to larger scale for the clearer illustration of structural details.

Fig. 4 is a fragmentary sectional view on the plane IV-IV in Figs. 1 and 2, likewise drawn to a 5 larger scale.

Fig. 5 is a fragmentary vertical section, taken as viewed in the direction of the arrows V-'-V in Fig. 2, and also drawn to larger scale.

Fig. 5-41. is a reduced scale side view of the preceding figure, "and looking as seen from the left-hand thereof.

Fig. 6 is a similar section on the plane VI-VI in Fig. 2.

Fig. 7 is a corresponding section on the plan VII-VII of Fig. 2.

Fig. 7-a is a reduced scale elevation of the preceding figure, as viewed from the left-han thereof.

Fig. 8 is a plan view of an inner ceiling plate hereinafter fully described.

Fig. 9 is a broken longitudinal section on the plane IX-IX in Fig. 8, but drawn to a larger scale for clearer illustration.

Fig. 10 is a similar scale transverse section on the plane X-X in Fig. 8.

Fig. 11 is a plan view of an outer or ceilingsupporting plate, later on fully described.

Fig. 12 is a broken side view of Fig. 11, as seen looking towards the left-hand thereof, and drawn to a larger scale for purposes of clarity.

Fig. 13 is a corresponding scale section on the plane X[IIXIII of Fig. 11.

Fig. 14 is a plan view of a sliding floor plate, hereinafter fully explained.

Fig. 15 is a broken side view of Fig. 14, with a minor portion in section, but drawn to larger scale for purposes of clearer illustration; and,

Fig. 16 is a corresponding scale end view of the same. 40

In the following detailed description of a constructive embodiment of this invention, as shown by the accompanying seven sheets of drawings, specific terms will be employed for the sake of clarity, but it is to be understood that such terms are used in a descriptive sense and not for purposes of limitation. Each specific termis intended to include all technical equivalents which operate in a similar manner to accomplish an analogous purpose.

Referring more in detail to the drawings, the vestibule connection therein shown as disposed between the ends of adjoining non-articulated car ends i, briefly comprises inner side walls or collapsible diaphragms 2; a sliding foot-plate 3; F

a ceilingplate 4 and associated supporting plate 5; as well as intermediate and outer blinds or diaphragms 5, 1, respectively, which spacedly flank the collapsible diaphragms 2.

The respective car ends I are of standard construction needing no further explanation herein, other than to mention that the reference numeral 8 designates the bumper sill, 9 indicates the car end bulb or irregular channel-section vestibule posts, It! the car end corner posts, and II channel-section intermediate or vestibule platform posts; all of which are incorporated in the car ends in accordance with known practice.

Referring now to the diaphragms 2, each said diaphragm, preferably all metal, comprises a stationary hinge component l2 conveniently secured to the wider or outer flange l8 of a vestibule post 9, as by bolts H. The associated hinge component I5 is of elongated U-shaped cross-section and fulcrumed to the component l2 by a pivot pin l5. Inserted in the hollow of the component l5 and permanently fixed thereto, as by welds I1, is a pocket-like structure l8, that, in conjunction with the opposing structure I8, jointly afiord guidance for a floating plate I9 and permit the diaphragms 2 to automatically adjust themselves when connected cars pass around railroad curves, switches or turnouts, as well as to accommodate vertical changes between the cars, due to uneven rails, spring deflections and swaying of the-cars.

Associated with the metal collapsible diaphragms 2 are the slidable foot and ceiling plates 3 and 4, respectively, each said plate being of substantially oval contour and dished cross section.

In other words, the foot-plate 3, see Figs. 14-16 more particularly, is appropriately shaped to deflne opposing curved sides along the major dimension with associated flats 2| of outwardlytapering width, from the mid-region of said plate, and inwardly by the dished longitudinal portion 22; as well as reduced extensions 23 having arcual extremities 24 with flanking mergently-curved edges 25. Secured centrally and lengthwise of the concaved underside of the plate 3, as by a surrounding flllet weld 25 is a rectangular inverted receptacle 21, axially of which is permanently secured by outer and inner welds 28, 29, the shouldered end of a stud 35 having the other end reduced to provide an abutment 3| for a stop washer 32, as well as being screw-threaded at 33 for reception of a lock nut 34, which latter may be additionally prevented from working loose by a diametric cotter pin 35. Slidably fltting the receptacle 21 is an inverted channel-section 35 having the opposing walls angled to define flanking flanges 31, and to which is attached, as by rivets 38, a rectangular center plate 39, having the transverse edges stepped at for sliding engagement against the underside of the adjoining car stationary foot-plates 4|, under the influence of a coil spring 42, about the stud 30 intermediate the channel-section web 43 and washer 32. It will thus be readily understood said spring 42 also serves to maintain the flats 2| of the foot-plate 3 bearing down on the upper face of the car stationary foot-plates 4|. In addition, the sliding foot-plate 3 is provided proximate one reduced extension 23 with a centrally-located longitudinally-disposed rectangular block 44, secured thereto by a flllet weld 45, said block having an axial screw-threaded bore 45, Fig. 4, and aligned pin holes 41, the purposes of which will be later on clarified, as well as a lengthwise offset and inverted stirrup device 48 adjacent to the other reduced extension 23, said stirrup also bein position by flllet welds 5|; said sections thus defining aligned guide-flanges 52 having spaced holes 53 therein, for a purpose hereinafter explained.

Referring now to the supporting plate 5, the same comprises aflat sheet metal component 54 in outline conforming with the contour of the plates 3 and 4; or, in other words, it includes 90 curved sides 28', reduced extensions 23 with arcual extremities 24 and mergently curved edges 25'. Permanently attached, as by welds 55, to the curved sides 28 are correspondinglyshaped angle-sections defining runners 58 for sliding coaction with the adjoining car stationary ceiling sheets 51, Figs. 2 and 3; said runners having spacer blocks 58 at the free ends, which are attached in position and to the underface of the component 54 by surrounding welds 59 to ensure rigidity of the runners 55, while their lower faces are preferably ground planarly flat to ensure smooth sliding movement over the ceiling sheets 51. Longitudinally central of the underside of the plate 5 is disposed the relatively dependent flange or part 55 of an angle, the other flange 5| whereof is conveniently attached to such plate by rivets 52; while the flange 58 in service is engaged between the guide flanges 52 on the ceiling plate 4. In order to maintain the ceiling plate 4 and supporting plate 5 in joint sealing coaction with the car ceiling sheets 51, the plate 5 is provided with apertures 53, reinforced by annular pieces 54 circumferentially welded thereto at 55; while the s'ubjacent ends of the guide flanges 52, on the dished face 22 of the ceiling plate 4, have secured thereto, as by rivets 55, Fig. 3, the flattened ends 51 of suspension bolts 58, which are passed upwardly through the apertures 53, in the supporting plate 5, and have their free ends screwthreaded at 58', seen also to better advantage in Fig. 2a. Concentric with the bolts 58 are coil springs 59 that are conveniently maintained in pressure-influencing position by cupped washers 10, in conjunction with the annular pieces 54, and nuts 1| with lock pins 12. Thus it will be clearly apparent that both the ceiling-plate 4 and the supporting plate 5 are pressure-influenced against the lower and upper faces of the car end ceiling sheets 51, while they are operatively retained in mutual registration by the part and guide flanges 52, Fig. 2-41. In addition to the foregoing, the supporting plate 5 is fltted proximate one reduced extension 23' with a centrally located bushing 13 having a flange 14, said bushing being passed upwardly through an aperture 15, Fig. 6, in the plate 5 and permanently flxed by upper and lower circumferential welds 15, 11, respectively. Spaced angle sections 18 are also secured to the other reduced extension 23' of the plate 5, as by rivets 19; said sections being located to .one side and parallel with the longitudinal median of the component 54, while they are provided with axially aligned holes 80 in the outwardly projecting flanges 8|. It may be here noted that the coil springs 69 deflect the movements of the adjoining railway cars in relation to each other and thereby hold the sliding ceiling plate 4, with supporting plate 5, tightly against the ceiling sheets 5'! to seal up any space between said parts; while the foot-plate spring 42 similarly deflecting with the movements of the cars prevents said foot-plate from jumping-up and-rattling, while there is no danger of a person being caught between the cars when walking over the sliding plate 3 from one car to the other.

In order that the respective foot and ceiling plates 3, 4 and 5, shall always be maintained central between the adjoining car ends I, I, irrespective of the relative positions of the cars when passing track curves, switches, turnouts, and also when said cars sway due to uneven rails and other operating conditions, use is made of pantographs comprehensively designated in each instance by the reference index 82. Referring first to the pantograph assembly in connection with the foot-plate 3, and by reference to Figs. 1 and 4, it will be readily understood that the center components 83 of one pantograph 82 are piv'otally sustained by a screw-stud 84, threadedly engaged in the bore 46 of the block 44, said stud being locked against turning by a split cotter pin 85 engageable in the block holes 41 and a registrable one diametrically through said stud. On the other hand, the center components 83 of the other pantograph 82 are sustained by a shouldered bolt 86, Figs. '7 and 7a, rigidly anchored in one flange 81, of a bearer section 88, by a lock nut 89 and cotter pin 98. The bearer section 88 is of a thickness for slidable engagement between the leg portions 48 of the inverted stirrup 48,

hereinbefore explained as rigidly secured below the foot plate 3, and to which it is coupled by a screw stud 9| with capacity for sliding on said screw by aid of a longitudinal slot 92, formed for the purpose in the bearer section 88, whereby provision is made for vertical angular compensative movements between the paralleling pantographs incidental to banking of one car relative to the other when rounding curves. In other words, the center components 83 of the one pantograph 82 are constrained to movement relative to a fixed axis-the stud 84-whereas the corresponding components 83 of the other pantograph 82 fulcrum about an automatically movable axis-the bolt 86. The outer ends of the pantograph 82 are respectively fastened by pivot means 93 engaged in fork brackets 94 individually secured to the car bumper sill 8, as by rivets 95 or otherwise.

' Somewhat similarly the ceiling and supporting plates], 5 have associated pantographs 82, the center component 83 of one being fulcrumed to the shank of a stud bolt "98, Fig. 6, having a reduced end 91 threadedly engaged in and locked by a diametric pin 98 to the supporting plate bushing I3; whereas the other pantograph center components 83 are engaged about the shank of a bolt 99, Figs 5 and 5a, having a reduced end I88 screwed -into a corresponding-threaded hole in one flange I8I of a bearer section I82; said bolt being fitted with a nut I83 and lock pin I84, as before described in connection with the bolt 88. The bearer section l82 is sustained by a screw-stud I85 engaged through the axially aligned holes 88 in the projecting flanges 8 I while it is provided with an elongated slot I88, for analogous reasons set forth in connection with the foot-plate bearer section 88. The outer ends of the ceiling pantographs are respectively fastened by pivot means 93 engaged in fork-brackets 94, preferably sustained by brace-hangers I81, from the car ceiling structure generally designated-as I88.

From the foregoing, the operation and relative actions of the several components of this invention will be clearly understood by those acquainted with the art, accordingly further elaboration herein is deemed unnecessary. however, to be borne in mind that various changes may be made in the constructive disclosure, set forth herein, without departing from or sacrificing any of the advantages of the invention or any features thereof, and nothing in this specification shall be construed as limitations upon said invention, its concept or structural embodiment, as to the whole or any part thereof, except as defined in the following claims.

Having thus described my invention, I claim:

1. In a vestibule connection for the adjoining ends of cars having passageway defining diaphragms and associated stationary floor and roof elements, the combination of foot and ceiling plates slidably coactive withsaid elements respectively, spaced reactive means operating in parallel medially pivoted to the slidable plates with provision for axial movement, and said reactive means having the outer ends hingedto rigid structure on the adjoining car ends, whereby the slidable plates are maintained constantly central between the car ends and are moved in unison irrespective of alignment changes effected by roadway deviations.

2. The combination of claim 1 wherein the foot and ceiling plates are dished transverse to their major dimension intermediate flat sides of outwardly-tapering width from the mid-region, and said fiats coact with the car end floor and roof elements.

3. The combination of claim 1, wherein the foot and ceiling plates are of substantially corresponding contour and section to define arcual flats for coaction with the car end floor and roof elements, said foot plate having an associated center plate for engagement below the car end fioor elements, and means effective to maintain said foot and center plates in mutual coaction with the car end fioor elements.

4. The combination of claim 1, wherein the foot and ceiling plates are of substantially corresponding contour and section to define arcual flats for coaction with adjoining car end fioor and roof elements, a similarly shaped supporting component for the ceiling plate with arcual runners sustained by the car roof elements, said component being connected to the ceiling plate and movable. therewith, and means effective to maintain the ceiling and supporting plates in mutual coaction with said car roof elements.

5. The combination of claim 1, wherein the medial pivot of one of the reactive means is stationary, and the corresponding pivot of the other reactive means is radially movable relative to the first mentioned pivot.

6. In a vestibule connection for the adjoining ends of railway cars having passageway defining diaphragms and associated stationary floor and roof elements, the combination of foot and ceiling plates slidably coactive with said elements respectively, spaced pantographs operating in parallel with their center components pivoted to the slidable plates with provision for axial movement, and said pantographs have their outer components hinged to rigid structure on the adjoining car ends, whereby said pantographs main- It is,

taln the slidable plates constantly central between the car ends irrespective of alignment changes between the cars caused by railway track deviations.

7. The combination of claim 6, wherein the center pivot of one pantograph is stationary with respect to its associated slidable plate and the corresponding pivot of the other pantograph is radially movable relative to the first mentioned pivot.

8. The combination of claim 6, wherein the 'foot and ceiling plates are of elongate contour and transversely dished in respect to their major dimension; and each said plate embodies opposingly-directed co-planar flats, tapering outwardly from the mid-region in both directions, for coaction with the car end floor and roof elements.

9. The combination of claim 6, wherein the foot and ceiling plates are of substantially oval contour and dished cross-section, each said plate embodying opposedly curved flats of outwardlytapering width from the mid-region, and reduced extensions having arcual extremities with flanking mergently-curved edges, a center plate associated with the foot plate, a supporting plate associated with the ceiling plate and of corresponding contour, and means effective to maintain all of said plates in mutual coaction with the respectively engaging car end floor and roof elements.

10. In a vestibule connection for the adjoining ends of non-articulated railway cars having passageway-defining diaphragms and rigid floor and roof sheet extensions, the combination of substantially oval contour longitudinally-dished foot and ceiling elements for respective sliding engagement with the floor extension upper face and the ceiling extension lower face; means secured centrally to the underside of the foot element affording support for a center plate having parallel edges adapted for coaction with the underside of the car floor extensions; a similar oval contoured supporting plate for the ceiling element having reversely curved edge runners coactive with the upper face of the car roof extension; guide means intermediate said supporting plate and the ceiling element to maintain them in spaced registration; means effective to maintain the aforesaid foot and ceiling elements, as well as the center and supporting plates, in sliding engagement with the car floor and roof sheet extensions: and spaced pantographs operative in parallel controlling relative movement of the elements and plates aforesaid to maintain them central between the car ends under all operating conditions.

11. The combination of claim 10, wherein the longitudinally-dished foot plate is provided with opposedly-curved flats intermediate reduced ends, said curved flats merging outwards from their mid-region to the reduced endls, an inverted rectangular receptacle with an axial post centrally below said foot plate, an apertured channel section slidably fitting said receptacle and centralized by the axial post, said channel section having the flanges outwardly angled for attachment thereto of the center plate, and spring means intermediate the inner face of the channel section, and an opposing abutment rigidly secured to the post outer end part.

12. The combination of claim 10, wherein the longitudinally-dished foot plate is provided with opposedly-curved flats intermediate reduced ends, said curved flats merging outwards from their mid-region to the reduced ends, an inverted rectangular receptacle with an axial post centrally below said foot plate, an apertured channel section slidably fitting said receptacle and centralized by the axial post, a centrally-disposed rectangular block below and proximate one reduced end extension, said block having an axial screw threaded for reception of a shouldered stud bolt serviceable as a pivot for one of I the pantograph center components, an inverted stirrup below and proximate the foot plate other reduced extension and having axiallyj-align'ed holes for reception of a screw stud, an angle section bearer with one flange coupled to the stirrup by said screw stud with capacity for relative sliding movement, and a shouldered bolt rigidly sustained by the bearer other flange and affording pivotal connection for the other pantograph center components.

,13. The combination of claim 10, wherein the respective pantograph outer components are pivotally coupled to fork brackets, and means rigidly securing said brackets to the adjoining car end stationary structure.

14. The combination of claim 10, wherein the ceiling element has spaced and reversely-disposed angle-sections in parallel with the longitudinal median of said element to define guide flanges with apertures therethrough, suspension bolts with flattened ends and mating holes secured between the correspondingly apertured parts of the guide flanges, said bolts having projection through registrable holes in the supporting plate, cupped washers with associated locking means on the free ends of the suspension bolts, and spring means intermediate the cupped washers and top face of the supporting plate operative to always influence the latter and the ceiling element into mutual coaction with the car end roof sheet extensions.

15. The combination of claim 10, wherein the ceiling element has spaced and reversely-disposed angle-sections in parallel with the longitudinal median of said element to define guide flanges, the supporting plate is provided with opposed angle-section runners having spacer blocks at the outer ends, and a longitudinally central dependent fiange below said plate engages between the ceiling element angle-sections for maintenance of said element and plate in definite registration.

16. The combination of claim 10, wherein the ceiling support plate is provided proximate one end with a centrally-located bushing with an upwardly-directed interlocked stud serviceable as a pivot for one pantograph central component, and spaced flanges having axially aligned holes for relatively slidable coupling connection of another pivot for the central components'of the other pantograph, said flanges being located to one side and parallel with the longitudinal median of the supporting plate.

MAX SEEL. 

